Air brake



Man-ch O, E936. c. A. CAMPBELL AIR BRAKE Filed July 27A, 1952 2 Sheets-Sheet l.

ISnvenfor @m am ww Mach 10, 1936. C, AF CAMPBELL ZBBZv AIR BRAKE Filedl July 27, 1952 2 Sheets-Sheet 2 3A?, 5A 526 Y snventoxf w @amil/mmm v v.; 1,-; if,

Gttomegs Patented Mar. 10, 1936 piazze PAYER@ @FEQE AIR BRAKE Charles A. Campbell, Watertown, N. Y., assignor to The New York Air Brake Company, a corporation of New Jersey Application July 27, 1932, Serial No. 625,096

21 Claims.

The present invention relates to air brakes, and particularly to release Valve means therefor.

In the K type freight brake there are closely related a triple valve, an auxiliary reservoir, and a brake cylinder, the triple valve functioning to admit air to and exhaust air from the brake cylinder, to charge the auxiliary reservoir from the brake pipe during release, and to admit air from the auxiliary reservoir to' the brake cylinder during. service and emergency applications. In this particular type of brake it has been found that one reservoir volume is sufficient to provide pressure fluid used in the brake cylinders.

In the present specification, the term triple valve will be used in a very broad sense to include mechanism of this general character, whether it be strictly a conventional triple valve or not.

Mounted on tcp of the auxiliary reservoir volume is a hand-operated release valve for the purpose of venting air from the auxiliary reservoir when the valve is opened from the side of the car. Upon release of the manually operated lever or pull rod for the release valve, the valve closes and prevents further escape of auxiliary reservoir air to the atmosphere,

When the air brake system is fully charged and the train is pulling out of the terminal, it is often noted that some of the brakes in the train are partially applied, sometimes because of a reapplication following an overcharge of the auxiliary reservoir, and more often, because of the failure of the brake to release following a previous application. The number of brakes thus held applied in the train is so small in some cases that with modern locomotives, no appreciable effort is exerted in pulling these cars, even though the wheels slide. The brakemen are instructed to watch carefully the different cars when the train is pulling out, so as to note that no brakes remain applied. If one is noted in this condition, the operator pulls the release valve pull rod to open the release valve partially and thereby cause a slight reduction in the auxiliary reservoir pressure. As a result, the higher brake pipe pressure on the outer face of the triple valve piston forces the piston inwardly to release position, thereby opening the brake cylinder exhaust cavity and allowing the brake to release promptly.

Invariably the operator holds the release valve open for too long a period, this resulting in a needless waste of auxiliary reservoir air, since it is only necessary to release suliicient air from the auxiliary reservoir to insure movement of the triple valve to release position, Frequently, this faulty operation by the brakeman results in the release of so much air from the auxiliary reservoir that, with the Well known K type triple valve, the triple valve functions to move to retarded release position. In this position the exhaust of brake '5i cylinder air is at an extremely slow rate, thereby preventing prompt release of the brakes.

Also, in switching service, it is customary, When the cars are set out of a train, first to completely drain the brake pipe of air when uncoupling the cars. After this, the brakeman pulls the release valve pull rod and exhausts air from the auxiliary reservoir. However, due to the triple valve having moved to emergency position when the brake pipe pressure is completely depleted, the triple valve piston and slide valve assume a position known as emergency lap in their backward travel toward release position, when the auxiliary reservoir pressure is bled down to a certain point which, from actual experience, has been shown tobe between flve and six pounds.

In the present type K equipment, use of a new large capacity release valve on the auxiliary reservoir has introduced an undesirable condition. With this large capacity release valve, the auxiliary reservoir air may be exhausted to the atmosphere through the release valve at a rate faster than that at which the air can recede from the brake cylinder to the auxiliary reservoir through the brake cylinder port. As a result, a certain amount of air is trapped in the brake cylinder which is suicient to hold the brake shoes against the Wheels tightly enough to prevent free and convenient movement of the vehicles. In effecting the aforementioned pressure release, the air is drawn from the brake cylinder into the auxiliary reservoir and exhausted therefrom through the auxiliary reservoir release valve, there being no release valve provided on the brake cylinder volume.

On single reservoir air brake equipment, the trapping of pressure fluid in the brake cylinder referred to is objectionable, but has not introduced any serious complications because this defect may be overcome by re-dimensioning some of the internal parts of the triple valve. However, in air brake equipment which utilizes more than one reservoir volume, it is necessary to provide a release valve or drain cock on each reservoir volume, so that all of the volumes may be released before a movement of the vehicle may be accomplished. The use of cut-out cocks on air brake system reservoirs, such as those used in combination with triple valve structures, is often the cause of serious leakages on the auxiliary reservoir side of the triple valve sufficient to cause defective functioning of the valve. Also, car operators frequently do not open all of the drain cocks, with the result that air trapped in one or more of the storage reservoirs is sufficient to cause improper functioning of the valve.

It Will be noted that particular mention has been made that, in the systems referred to, no release valve is mounted directly on the brake cylinder volume. It will be understood, however, that it is of the utmost importance that pressure fluid be released completely from this volume before any movement of the vehicle may take place.

It is the primary object of this invention to provide release valve means which, when operated, insure exhausting of pressure fluid from the brake cylinder volume so as topreclude all possibility of the brakes remaining either wholly or partially applied at the time of release.

One feature of the invention involves direct venting of the brake cylinder to the atmosphere at the same time the auxiliary reservoir is being reduced.

A further object is to provide for prompt release of the brakes, even though the brakeman holds the release valve on the auxiliary reservoir open long enough to permit the triple valve to move to retarded release position.

The invention contemplates the utilization of manually operable, common actuating means for release valve means controlling vents leading to the atmosphere both from the brake cylinder volume and from one or more reservoir volumes. The actuating means are designed so that they may be operated to open selectively, serially, or simultaneously the vents leading from the several working volumes and thereby secure the desired venting action.

Variable resistance means associated with the actuating means serve to indicate definitely to the operator the open or closed condition of the respective vents at any given point in the movement of the actuating means. The resistance means mentioned also serve to return the actuating means automatically to normal position in which all of the vents are closed. Provision for operation from either side of the car is also a feature of the device.

Several practical embodiments of the invention are illustrated in the accompanying drawings, in which:

Fig. 1 is a view partly in side elevation and partly in vertical, axial section, showing my invention applied to a ller piece mounted between an auxiliary reservoir of the standard freight type and a triple valve of the two-reservoir type, the vent valve for the brake cylinder volume (the only vent valve shown in this view) appearing in normal, closed position;

Fig. 2 is a section on line 2 2 of Fig. 1 with the triple valve removed and the filler piece shown provided With a supplemental reservoir connection, the poppet-type vent valves for the brake cylinder, auxiliary reservoir, and supplemental reservoir volumes all appearing in normal, closed position, and the common actuating means therefor in its corresponding position;

Fig. 3 is a view similar to Fig. 2 of a modied form of the release valve device, wherein use is made of `a slide valve construction in lieu of the poppet valve structure of Figs. 1 and 2;

Fig. 4 is a side elevation of the well known passenger type triple valve, referred to as the U-12-B, showing a filler piece and release valve device of the general type of Figs. 1 and 2 applied thereto; and

Fig. 5 is an end elevation, looking to the left relatively to Fig. 4, of the ller piece and release valve device of Fig. 4 removed from the triple valve assembly, a portion of the ller piece being broken away to show the several vent valve recesses for the brake cylinder, auxiliary reservoir, emergency reservoir, and service reservoir volumes.

In the arrangement shown in Figs. 1 and 2 of the drawings, 6 represents the auxiliary reservoir. This reservoir is provided with a recessed seat 'I having a ported gasket 9 thereon. A ller piece 9 having a mating face I I to register with seating face 'I is mounted on this face and offers a similar recessed face I2 for the gasket I3 and the mounting flange I4 of the triple valve proper designated by the numeral I6.

Filler piece 9, which is suitably chambered and ported, serves, as appears more fully later, to connect the supplemental reservoir, the auxiliary reservoir and the brake cylinder pipe to the triple valve. Since 'the general construction of this ller piece is fully covered by my prior application Serial No. 567,698, led October 8, 1931 (Patent No. 1,871,210 dated August 9, 1932), claim is made herein to the ller piece only in combination with my improved release valve means.

Extending through auxiliary reservoir 6 is the brake cylinder pipe 2I which leads to the brake cylinder (not shown) Filler piece 9 is provided with a depending, hollow portion 22 in which, as shown in Fig. 2, are formed three separate chambers, namely, a brake cylinder chamber 23, an auxiliary chamber 24, and a supplemental reservoir chamber 2E. All three of these chambers extend between the annular face flanges 21, 28 of the filler block, as shown in Fig. 1. These flanges are provided with a pair of ports 29, 3l, which, together with brake cylinder chamber 23, forms a through passage communicating with brake cylinder pipe 2I and the usual brake cylinder port of the triple valve. Gaskets 8 and I3 have ports which register with this passage.

Filler piece 9 has central apertures 32, 33 in its end faces, aperture 32 registering with an aperture 34 on the end of auxiliary reservoir 6. Gaskets 8 and I3 have central apertures to correspond. Apertures 32, 33 open into an auxiliary reservoir chamber 36 in the ller piece which, at its lower portion, communicates by way of a port 31 with auxiliary chamber 24 (see Fig. 2). Aperture 33 receives the retard stop guide 38 which has ports 39 leading tothe slide valve chamber of the triple valve. Thus, the slide valve chamber of the triple valve communicates directly with the auxiliary reservoir, as usual.

It will be noted that bolt holes I'I in the filler block, as best shown in Fig. 2, are isolated from auxiliary reservoir chamber 36 and from the chamber 4I formed in the filler block. Auxiliary reservoir chamber 36 and brake cylinder chamber 23 are also isolated from chamber 4I and from each other.

Chamber 4I communicates with supplemental reservoir chamber 26 by way of a port 42. A port (not shown) leads from chamber 26 to mounting face I2 and registers with the supplemental reservoir port in the flange I4 of the triple valve. Gasket I3 is correspondingly ported.

Formed on ller piece 9 is a boss 43 having a ported face against which is mounted a flanged union connection 44 by means of studs 46 and nuts` Secured to the anged union connection 44 isapipe 41 which leads from the supplemen- -tal reservoir (not shown), thereby placing 'this reservoir in communication with chamber 4| in `the filler block 9. Pipe 41 is threaded into connection '44 at 68 and secured by beveled ring 49 .and Inut 5|. A centering bushing 52 and ring gasket 53 provide a sealed joint.

Depending portion '22 of filler block 9 is formed witha mounting face 54 on its under side which is provided witha series of openings 56, 51, 56 leading from chambers 24, 23 vand 26, respectively. Secured on mounting `face 54 by means of bolts 59 extending therethrough and into filler block 9 is a -body 6| having a chamber 65 provided with an opening 62 on its Vunder side. A gasket 63, ported'to correspond with openings 56, 51, 58, provides a sealed joint between filler block 9 and bo'dy 6|.

On its upper side, body 6| is provided with openings 64, 65 and 61, corresponding to openings 56, 51, 58, to receive check valve assemblies '68, V69 and 1| for controlling the release of air from chambers 24, 23 and 26, respectively, to the interior of body 5|.

Since these valve assemblies, which are of the poppet type, are identical, it is necessary to describe only one of them. Referring particularly to Fig. 1,-the valve assembly 69 is shown as including a bushing 12 formed with an enlarged upper portion located in opening 51 in the ller block land with a reduced lower portion 13 located 'in opening 66 in body 6|. The lower end of the bushing is closed, except for a central valve guide opening 14 and a series of radial ports 16 opening into chamber 65 of body 6|.

Bushing 12 is formed interiorly with an annular seat 11 on which is located a poppettype valve having a head 18. The valve stem 19 extends through bushing 12 and is reduced and threaded at its upper end to receive a nut 8| whereby valve head 18 and its seating gasket 82 are secured thereon. Valve head 18 is formed with a grooved guide rim 83 which engages the bushing to maintain correct alignment between the valve and its seat. A coil spring 84 constantly urges the valve towards its seat. The lower end of valve stem 19 projects through guide opening 14 in the bushing. Stem 19, being smaller than the interior of the bushing, forms an annular passage 86 therewith which leads from valve seat 11 to radial ports 16. Thus, when the valve is elevated to open it against the resistance of spring 84, in a manner explained later, air in brake cylinder chamber 23 may pass freely between grooved valve rim 83 and the bushing, through the valve seat opening, and thence by way of passage 86 and radial ports 16 to the chamber 65 in body 6|.

A reciprocable lifting cam shaft or member 81 for opening check valves 68, 69 and 1| is mounted in chamber 65 of body 6|. Cam shaft 81 has its ends slidably mounted in suitable openings at 88 and 89 in the end walls 9|, 92 of body 6|. Exteriorly walls 9|, 92 are formed with hollow bosses 93, 94 which are threaded to receive cap nuts 96, 91. These nuts have central openings through which the outer end portions 98, 99 of cam shaft 81 extend freely.

End portions 98, 99 of the cam shaft are reduced and thus form shoulders |0|, |02 thereon. Mounted on each of the reduced ends of the cam shaft is a washer |03. A relatively light coil spring |04 interposed between each of these washers and its cap nut 96 or 91 serves to force the washer against its cam shaft shoulder |0| `or |02 and thereby maintain thecam shaft lin -its cam shaft 81 within hollow boss 93 or 94. Spring vcup |06 is formed with an inner annular'ange |01 intermediate between its ends, the internal diameter of which flange is large enough to preclude any interference with the operation "of spring |04 as the cupy is moved back and forth, -as explained below. Flange |01 forms a vrseat for a relatively heavy coil spring |08, the outer end of which bears Vagainst cap nut l96 or 91, thereby yieldably holding spring cup |96 against hollow body 6|. spring |68 exerts a greater force on spring'cup |06 than is applied to washer |03 by the spring |04. Each washer |63 is normally spaced from flange l| 91 of its Spring cup |06, so that cam shaft 01 may be shifted longitudinally a limited distance in either direction against the tension of only the light spring |64. However, upon further movement of shaft 81 in the same direction, washer v| 03 engages flange |01 of spring cup |06, and both the light spring |94 and heavy spring |08 are compressed simultaneously. This obviously sets up an increased resistance to movement of the cam shaft 81 at a definite point in its operation in either direction from the central position of Fig. 2. this will appear later.

Cam shaft 81 is formed with three pairs of similar reversely tapered cam portions adapted to engage the stems or lifting pins 19 of valves 68, 69 and 1| and open the valves upon movement of the cam shaft in either direction. Tapered shaft portions |09, ||0 function for valve 68, portions ||2 for valve 69, and portions H3, H6 for valve 1|.

It will be noted that tapered portions |09, I0 and |I2, in the normal position of cam shaft 81, are equidistant from the centers of their corresponding valve stems 19. Therefore, movement of cam shaft 81 in either direction will result in the simultaneous opening of valves 68 and 69 controlling the auxiliary reservoir and brake cylinder vents, respectively. It will be noted further that cam portions H3, 'H4 are more abruptly tapered than are portions |09 to v||2 and are spaced a somewhat greater `distance from the center of stem 19 of corresponding valve 1|. This causes valve 1|, controlling the supplemental reservoir vent, to start opening after valves 68 and 69 have opened partially, although the complete opening of all three valves is eifected simultaneously. Obviously the arrangement and form of the cam portions or surfaces on cam shaft 81 may be varied to obtain any desired sequence in the operation of valves 68, 69 and 1|.

A cover I6, also secured by bolts 59, closes opening 62 on the under side of body 6|, dowels ||1, ||8 on body 6| and corresponding holes in cover ||6 serving to guide the cover into place. Cover H6 is formed on its upper face with a projection or pad ||9. Pad ||9 has a recess |2| on the outside of the cover and a slot |22 opening therefrom into chamber 65 of body 6|. A small exhaust port |20 in pad I9 connects chamber 65 to the atmosphere. Perforated trun'nion bearings |23, |24 on either side of recess |2| receive a pin |26 on which is pivoted a lever |21. A spherical extension |28 on the upper end of lever |21 projects into an annular seat |25 in a yoke |29 mounted for sliding movement on topof pad ||9. Yoke |29 is Thus, it will be clear that Icoil The purpose of- `forked at |3| and |32 to engage annular grooves :|33, |34, respectively, on cam shaft 81.

At its lower end, lever |21 is formed with a clevis |33 provided with a removable pin |31 to which is connected a pair of oppositely exitending pull rods |38, |39. These pull rods zextend to any convenient points, so that the device may be operated from either side of the car.

It will be noted that in the described construction chamber 23 is in constant communication with the brake cylinder, chamber 24 is in constant communication with the auxiliary reservoir, and chamber 26 is in constant communication with the supplemental reservoir, so that, depending upon the manner in which cam shaft 81 is actuated, air may be either successively or simultaneously exhausted from these chambers.

In operation, assuming the parts are in the normal closed position of Fig. 2, when pull rod |38 is pulled to the left, lever |21 rotates in a clockwise direction. As a result, ball extension |28 moves yoke |29 and cam shaft 81 to the right until washer |03 at the right hand side of the device engages shoulder |91 on spring cup |06. Up to this point, movement of shaft 81 has been only against the resistance of the comparatively light spring |34. As explained, movement beyond this position is yieldably resisted because of the presence of the heavier spring |98.

As cam shaft 81 moves to the right, cam portions |09, urge the stems 19 of valves 68 and 99 upwardly, thereby unseating these valves and allowing air to escape from chambers 24 and 23 into chamber 65 in the hollow body 6 Cam portion i3 being spaced further from stem 19 of its corresponding valve 1| has not at this time moved to the right suilicient to raise valve 1| from its seat, and, hence, no escape of air from chamber 26 takes place.

When yoke |29 moves to the right on pad ||9, slot |22 is partially uncovered at the left hand end of yoke |29, thereby allowing air from chamber 65 to be vented directly to the atmosphere through a comparatively large opening, in addition to its escape through the small vent opening |20. It will be noted that when shaft 81 is moved to the right, the springs |04 and |08 at the left end of the device remain undisturbed. This is due to the seating of the washer |03 and cup |06 against hollow body 6 thereby allowing free inward movement of reduced end 98 of the cani shaft through the springs.

An important advantage in the operation of the device as described is that the increased resistance to movement of pull rod |38, caused bythe presence of the relatively heavy spring |08, serves to indicate definitely to the brakeman that the brake cylinder and auxiliary reservoir volumes only are being vented and that further movement of the pull rod will cause venting of the supplemental reservoir volume.

Upon continued operation of pull rod |38 to the left, cam portions |99, open valves 68, 69 further against the tension of their springs. At the same time, cam portion ||3 move sufficiently to the right to engage stem 19 of valve 1| and open the valve against the tension of its spring. This permits air to be vented from chamber 26, and thence into chamber 65 and hollow body 6|. In effecting the described additional movement of cam shaft 81 to the right, lever |21 continues its movement in a clockwise direction. As a result, yoke |29 uncovers a larger area of slot |22 and. thereby affords a larger capacity exhaust port for air escaping from chamber 65 to the atmosphere. Upon this further movement of cam shaft 81, engagement of washer |03 with spring cup ange |01 causes heavy spring |08 to be compressed along with light spring |04. The right hand end of slot |22 forms a limiting stop for movement of yoke |29 in this direction.

Operation of the device in the opposite direction, i. e., so that cam shaft 81 moves to the left when pull rod |39 is actuated, obviously will cause valves 68, 69 and 1| to operate in the same manner ,as is the case when pull rod |38 is actuated. When moved in this direction, cam portions ||0, ||2 and ||4 will function to effect the desired opening of the check valves.

When it is only necessary to provide a slight exhaust of auxiliary reservoir and brake cylinder air, pull rod |38 or |39 is moved in either direction until the additional resistance of heavy spring |98 is felt by the operator. 'Ihis will cause both auxiliary reservoir and. brake cylinder air to be vented to the atmosphere without disturbing the in the supplemental reservoir volume. This is the procedure followed when bleeding off a stuck brake or when only a limited amount of auxiliary reservoir air is to be vented to the atmosphere. If the pull rod is held inthis position long enough to effect an excessive exhaust of auxiliary reservoir air and to cause the triple valve to move to restricted release, the brake cylinder release valve 89, nevertheless, will have been open a sufcient period to complete the exhaust of brake cylinder air and release the brake, irrespective of the length of time the triple valve remains in restricted release position.

If it is necessary to completely drain the system of air in a very short period of time, either pull rod |38 or |39 is moved to the position where both springs |04 and |98 are compressed, and all three release valves 68, 69 and 1| are opened. This provides a quick exhaust of air from all three pressure volumes, i. e., the brake cylinder, auxiliary reservoir, and supplemental reservoir, with the result that a complete release of the brakes will be accomplished in the quickest possible time.

'Ihe modified device of Fig. 3 is very similar to that of Figs. 1 and 2, except that a slide valve arrangement, instead of a multiple poppet release valve, is used to control the several vent ports. Hence, the reference numerals of Figs. l and 2, increased by 200, will be applied to the corresponding parts of the modification.

In Fig. 3, the ller piece 209 is formed with an extension 222 having a slide valve chamber 224. The lower side of chamber 224 is closed by a combined cover, and. slide valve seat 3|6. A suitably ported gasket 263 forms .a tight joint between these parts.

Filler piece 209 has a direct brake cylinder passage 229 which leads by way of a passage 23| to a slide valve seat port 223 in cover 3 6. Block 209 also has a supplemental reservoir chamber 24| which leads by way of a passage 242 to a supplemental reservoir seat port 226, and an auxiliary reservoir chamber 236 having a passage 231 by way of which it communicates with slide valve chamber 224. A pair of exhaust ports 342, 343 are provided in cover 3|6.

Cover 3|6 has trunnion lugs 323 carrying pin 326 on which lever 321 is pivoted. Spherical end 328 of lever 321 engages socket 325 in a slide valve 329, the valve being constantly urged against its seat by a bow spring 344.

Cover 3|6 has a central vent opening 32| with which registers the inner ends of a pair of inverted U-shaped passages 346, 341 in slide valve 329, when lever 321 and the slide valve are in the central, or neutral, position of Fig. 3. Ihe various ports and passages, which, for sake of clearness, are represented diagrammatically as in a single plane, are arranged so that, in this central position of the slide valve, vent ports 342 and 343 are closed, as are also brake cylinder vent port 223 and supplemental reservoir Vent port 226. Thus, there is no release of air from the brake cylinder, auxiliary reservoir or supplemental reservoir volumes.

Spring devices, similar to those at each end of cam shaft 81 in Figs. 1 and 2, are used to maintain slide valve 329 in its central position and to indicate to the operator, by the increasing resistance to movement of lever 321, the open or closed condition of the several vents. As shown, the spring devices include separate, shouldered l plungers 298, 299, the inner ends of which are spond to the reduced end portions 98, 99 of cam shaft 81 in Fig. 2. Heavier springs 368 normally maintain spring cups 306 against walls 29|, 292.

In operation, when lever 321 is swung to the right, for example, slide valve 329 moves to the left until washer 3D3 on the left engages flange 301 on its spring cup 396. The arrangement of the ports and the proportioning of the parts is such that at this point vent port 343 has partially opened to allow air from the auxiliary reservoir to vent to the atmosphere by way of slide valve chamber 224. At the same time, loop passage 341 in slide valve 329 partially registers with brake cylinder port 223, thereby permitting venting of brake cylinder air to the atmosphere by way of central exhaust opening 32|. Loop port 346 has not yet moved into communication with exhaust port 342 and, therefore, no venting of supplemental reservoir air takes place.

However, when lever 321 is now moved further to the right against the combined resistance of the light and heavy springs 394, 368, until slide valve 329 strikes wall 29|, exhaust port 343 is fully opened and loop port 341 establishes full communication between brake cylinder seat port 223 and central exhaust opening 32|. This permits full exhausting of air from both the auxiliary reservoir and brake cylinder volumes. At the same time, loop port 346 in slide valve 329 bridges supplemental reservoir seat port 226 and vent 342 to effect exhausting of supplemental reservoir air to the atmosphere. Thus, all three volumes are bled down to atmosphere.

It will be clear that the same results may be obtained by swinging lever 321 to the left and thereby moving slide Valve 329 to the right. Exhaust port 342 rst opens partially to vent auxiliary reservoir air to the atmosphere by way of slide valve chamber 224. Simultaneously, brake cylinder seat port 223 is placed in partial communication with exhaust opening 343 by loop port 341 on the slide valve, thereby venting the brake cylinder air to the atmosphere. Loop port 346 has not yet moved into communication with supplemental reservoir seat port 226, and hence 341 places brake cylinder seat port 223 in full communication with exhaust opening 343. Thus, full venting of the brake cylinder and auxiliary reservoir volumes is accomplished. At this point, loop port 346 bridges supplemental reservoir seat port 226 and central exhaust opening 32| to permit simultaneous venting of the supplemental reservoir.

' Figs. 4 and 5 illustrate the application of my release device to the Well known U-lZ-B type passenger valve. several release valves are located, is of the same general construction as the filler block of Figs. 1 and 2. Hence, like reference numerals are applied to corresponding parts.

In Fig. 4, 348 denotes the bracket to which are made the pipe connections leading to the brake cylinders and the various reservoir volumes, 349 is the emergency portion, and 35| indicates the high pressure portion. The safety valve cut out portion appears at 352, the quick action exhaust portion at 353, and the equalizing portion at 354.

In present constructions passages to all of the reservoirs and the brake cylinder lead only to the right hand face of bracket 348, or that face which normally contacts with equalizing portion 354. Therefore, in order to provide a multiple release valve of the character contemplated, it is necessary to mount the release valve body or ller block 9 between equalizing portion 354 and pipe bracket 343, as shown in Fig. 4.

Referring to Fig. 5, passage 356 leads to the brake cylinder. This passage is in the form of a through port leading to both faces of filler block 9 and has, branching 01T from it, a passage 351 which leads to release valve chamber 23. There is a second through port 358 connected to the auxiliary reservoii1 and it has, branching off from it, a passage 359 'which leads to release valve chamber 24.

Another through port 36| in filler block 9 leads to the service reservoir. A branch passage 362 connects this passage to release valve chamber 363. Still another through port 364 leads to the emergency reservoir, while a branch passage 366 connects it to release valve chamber 26.

The construction of the release valve means and the actuating means therefor appearing in Fig. 5 is similar to that shown in Figs. 1 and 2, with the exception that, instead of three poppet valves, four poppet valves 68, 69, 1| and 363, corresponding respectively to the auxiliary reservoir, brake cylinder, emergency reservoir, and service reservoir volumes, are used. Upon the initial horizontal movement of actuator cam shaft 81, it will be seen that the brake cylinder and auxiliary reservoir volumes are reduced in pressure by the opening of check valves 68 and 69; also that upon full movement of cam shaft 91 in either direction, all four check valves 68, 69, 1| and 363 are fully opened, thereby completely draining the system of air for the purpose of moving the car without using the air brake system thereon.

While the design of the ller block and the location of the release valve means thereon to preserve present standards so far as is possible is desirable, certain advantages of the invention may be realized without adhering to the exact construction shown. Other arrangements of the release valve means are contemplated, and these and other changes obviously may be made Without departingA from the scope of the invention, except as the same may be limited by the appended claims. y Y

Filler block 9, in which the v operating said valve means.

3. The combination with an automatic air brake mechanism, including a brake cylinder and a reservoir, of multiple ported slide valve means controlling separate vents leading directly from said brake cylinder and said reservoir to the 2o atmosphere; and common actuating means for mechanically operating said valve means.

4. The combination with an automatic air brake mechanism, including a brake cylinder and a plurality of reservoirs, of multiple ported slide valve means, including a ported slide valve and a ported slide valve seat, controlling vents from each of said brake cylinder and reservoirs, said slide valve being movable from a normal position, in which all of said vents are closed, to a position in which the vents from the brake cylinder and one of said reservoirs are open, and thence to a position in which said brake cylinder and reservoir vents and another reservoir vent are open; and actuating means for the slide valve means.

5. The combination with an automatic air brake mechanism, including a brake cylinder and a reservoir, of multiple poppet valve means controlling separate vents leading directly from said brake cylinder and said reservoir to the atmosphere; and common actuating means for mechanically operating said valve means.

6. The combination with an automatic air brake mechanism including a brake cylinder and a reservoir of multiple poppet valve means controlling separate vents leading directly from said brake cylinder and said reservoir to the atmosphere, said valve means including a plurality of poppet valves corresponding to said vents; resilient means normally holding said valve closed; cam means adapted for movement to open said valves; and actuating means for said cam means.

7. The combination with an automatic air brake mechanism, including a brake cylinder and a plurality of reservoirs, of valve means controlling Vents from each of said brake cylinder and reservoirs, said valve means being movable between three positions, namely, a normal position in which all of the vents are closed, a second position in which the brake cylinder vent and one of the reservoir vents are partially open, and a third position in which said brake cylinder and reservoir vents and another reservoir vent are fully open; and means for actuating the valve means.

8. The combination with an automatic air brake mechanism, including a brake cylinder, an auX- iliary reservoir, and a supplemental reservoir, of valve means controlling vents from said brake cylinder and said reservoirs, said valve means comprising a plurality of poppet valves corresponding to said vents; resilient means normally holding said Valves closed; a cam shaft provided with cam surfaces adapted upon axial movement of the shaft to coact with the stems of said valves aoeaaze and open the valves, said cam surfaces being arranged to open the valves controlling the brake cylinder and auxiliary reservoir vents first, and then to open the valve for the supplemental reservoir vent upon movement of the shaft in one 5 direction; and means for actuating said cam shaft.

9. The combination with an automatic air brake mechanism, including a brake cylinder and a reservoir, of valve means controlling vents from said brake cylinder and said reservoir; resilient means normally holding said valve means in closed position, said valve means being operable in either of two directions to vent the brake cylinder and' the reservoir; and a common actuator for mechanically operating said Valve means.

10. The combination with an automatic air brake mechanism, including a brake cylinder and', a reservoir, of valve means controlling vents from means being mechanically operable in either of two directions to vent the brake cylinder and the reservoir.

said brake cylinder and said reservoir, said valve O 11. The combination with an automatic air resilient means for holding said valve means in 3 normal position; relatively heavy, resilient means resisting movement of the valve means from its second to its third position; and actuating means: for said valve means.

12. The combination with an automatic air 4 brake mechanism, including a brake cylinder and a plurality of reservoirs, of a body having separate passageways therein communicating on the one hand with a brake cylinder and a reservoir and on the other hand with a common chamber in said body; normally closed vent valves in said passageways adapted to be opened to provide communication between the passageways and said chamber; a normally closed Valve controlling an exhaust port leading from said chamber 5 to the atmosphere; and common actuating means for all of said valves.

13. A filler piece adapted for use in an automatic air brake mechanism, said filler piece comprising a body having separate passageways there- 5 in adapted to be placed in communication on the one hand with a broke cylinder and a reservoir and communicating on the other hand with a common chamber in said body; valve means 1oc-ated in said body for controlling venting of said 6 passageways and said chamber to the atmosphere; and actuating means for said valve means.

14. A ller piece adapted for use in an automatic air brake mechanism, said filler piece comprising a body provided with a plurality of sepa- 6 rate passageways therein adapted to be placed in communication at one end with a brake cylinder and a reservoir; vent Valve means controlling the opposite ends of said passageways; and a common actuator for said valve means. 7

15. The combination with an automatic air brake mechanism, including a brake cylinderand a plurality of reservoirs, of valve means controlling separate vents leading directly from said c brake cylinder and said reservoirs to the atmos- 7 phere, said valve means comprising poppet valves corresponding to said brake cylinder and reservoir vents and resilient means normally holding said valves closed; and means for actuating said valve means, said actuating means including a shiftable operating rod and cam means interposed between said rod and the Valve means, the valve means being movable between three positions, namely, a normal, closed position, an operating position in which one of the reservoir vents is open, and an operating position in which both reservoir vents are open. Said brake cylinder vent being open in at least one of said operating positions.

16. In a iiuid pressure brake, the combination with a brake controlling valve device, a brake cylinder and a plurality of reservoirs connected to said brake controlling valve device and normally charged with fluid under pressure, of individual valve means for said brake cylinder and for each of said reservoirs for venting uid under pressure from said brake cylinder and said reservoirs and manual means for either operating said brake cylinder valve means and one of said reservoir valve means or said brake cylinder valve means and both of said reservoir valve means simultaneously.

17. The combination with an automatic air brake mechanism, including a brake cylinder, an auxiliary reservoir and a supplemental reservoir, of valve means controlling vents leading directly to the atmosphere from said brake cylinder and each of said reservoirs; and means for actuating said valve means, the Valve means being movable between three positions, namely, a normal, closed position, a second position in which venting of the auxiliary reservoir and the brake cylinder is eiected, and a third position in which venting of the brake cylinder and both the auxiliary and supplemental reservoirs is eiected.

18. The combination with an automatic air brake mechanism, including a brake cylinder and a plurality of reservoirs, of valve means controlling vents leading directly to the atmosphere from said brake cylinder and each of said reservoirs; and means for actuating said valve means, the valve means being movable between three positions, namely, a normal, closed position, an operating position in which one of the reservoir vents is open, and an operating position in which both reservoir vents are open, said brake cylinder vent being open in at least one oi said operating positions.

19. The combination with an automatic air brake mechanism, including a brake cylinder and a reservoir, of valve means, including a plurality of valves, controlling individual vents leading from said brake cylinder and said reservoirr to the atmosphere; and a common actuator for mechanically operating said valve means, said actuator being movable to one position to operate said brake cylinder vent valve and to another position to operate said reservoir vent valve.

20. The combination with an automatic air brake mechanism, including a brake cylinder and a plurality of reservoirs, of valve means, including a plurality of valves, controlling individual vents leading from said brake cylinder and said reservoirs; and a common actuator for mechanically operating said valve means, said actuator being movable to one position to operate one of said reservoir vent valves and to another position to operate another of said reservoir vent valves and to operate said brake cylinder vent valve in one of said positions.

21. The combination with an automatic air brake mechanism, including a brake cylinder, an auxiliary reservoir and a supplemental reservoir, of valve means, including a plurality of valves, controlling individual vents leading from said brake cylinder and said reservoirs; and a common actuator for mechanically operating said valve means to vent the brake cylinder and the auxiliary reservoir first and then to vent the supe plemental reservoir.

CHARLES A. CAMPBELL. 

